JP5069716B2 - Shock absorber and railway vehicle - Google Patents

Description

  The present invention relates to an impact absorbing device and a railway vehicle that absorb impact energy when an automobile or train collides with the front of a railway vehicle, and reduce damage to the automobile, train, and own vehicle, and impact on passengers and crew members. is there.

  In order to reduce the impact caused by the frontal collision during the operation of the train, a buffer member is provided in front of the vehicle to reduce damage to the automobile and the vehicle. For example, the apparatus of Patent Document 1 can receive a shock in front of the vehicle and reduce damage to the vehicle and the host vehicle by providing a shock-absorbing member in front of the leading vehicle in the event of an abnormality such as a collision accident.

JP 2008-120383 A

  However, there is a case where an obstacle such as an automobile enters the railroad crossing immediately before the train passes, and a collision occurs immediately after the driver visually recognizes the obstacle. An obstacle may collide with the buffer member before protruding. In such a case, the buffer member may be retracted by an obstacle and cannot receive an impact.

  Accordingly, an object of the present invention is to provide an impact absorbing device capable of absorbing impact energy even when a collision occurs before the buffer member is completely moved forward of the vehicle, and a railway vehicle using the same.

  An impact absorbing device of the present invention is an impact absorbing device that absorbs impact energy of an obstacle that collides in front of a railway vehicle. An impact absorbing member that absorbs impact energy at the time of collision by plastic deformation and an impact absorbing member are provided. A supporting member for supporting, a locking member extending in the longitudinal direction of the vehicle and having two or more grooves formed along the longitudinal direction of the vehicle, and the longitudinal direction of the vehicle together with the supporting member along the locking member An engagement pin that moves in the direction and engages with the groove, an engagement pin urging member that urges the engagement pin in the groove direction, and a drive mechanism that moves the support member in the longitudinal direction of the vehicle. As the shock absorbing member moves forward of the vehicle, the engagement pin is disengaged from the first groove and the engagement pin is engaged with the second groove adjacent to the front of the first groove. Are repeatedly performed.

  According to the present invention, immediately after the impact absorbing member moved forward by the driving mechanism and the obstacle, the engaging pin engages with the adjacent groove, and the impact absorbing member stops. As a result, even when a collision occurs before the shock absorbing member completely protrudes in front of the vehicle, the shock energy can be sufficiently absorbed, so that damage to the obstacle and the host vehicle can be reduced. In the present invention, the obstacle is a person, car, train, or the like that appears in front of the leading vehicle.

  An impact absorbing device of the present invention is an impact absorbing device that absorbs impact energy of an obstacle that collides in front of a railway vehicle. An impact absorbing member that absorbs impact energy at the time of collision by plastic deformation and an impact absorbing member are provided. A supporting member for supporting, a locking member extending in the longitudinal direction of the vehicle and having two or more grooves formed along the longitudinal direction of the vehicle, and the longitudinal direction of the vehicle together with the supporting member along the locking member And a driving mechanism for moving the support member in the longitudinal direction of the vehicle, and each of the two or more grooves is directed vertically downward. The engagement pin is formed so as to move in the vertical direction, and the engagement of the engagement pin from the first groove as the shock absorbing member moves forward of the vehicle. To the second groove adjacent to the front of the first groove And the engagement of the engaging pin is repeated.

  According to the present invention, immediately after the collision between the impact absorbing member moved forward by the drive mechanism and the obstacle, the engaging pin engages with the adjacent groove, and the impact absorbing member stops. Accordingly, even when a collision occurs before the shock absorbing member completely moves forward of the vehicle, the shock energy can be sufficiently absorbed, so that damage to the obstacle and the host vehicle can be reduced. Moreover, since the groove is formed vertically downward, the engagement pin falls into the groove due to gravity and engages with the groove. Accordingly, the engagement pin can be engaged with the groove with a simple configuration, and the impact absorbing member can be stopped.

Moreover, it is preferable that the impact absorbing device of the present invention further includes a release mechanism that releases the engagement of the engaging pin with the groove when the impact absorbing member moves rearward in the longitudinal direction of the vehicle. According to this, the impact absorbing member that has moved forward of the vehicle can be easily retracted. In addition, when the host vehicle stops before the obstacle and no collision occurs, the shock absorbing member can be easily returned to the vehicle to prepare for resumption of driving.

Further, in the shock absorbing device in which two or more grooves formed in the locking member are formed in the vertically downward direction and the engaging pins are arranged to move in the vertical direction, It is preferable that the mechanism is a mechanism that moves the engagement pin vertically upward. According to this, the impact absorbing member can be moved to the rear of the vehicle with a simple configuration.

Moreover, it is preferable that the front side surface of the groove is inclined forward from the bottom of the groove to the opening. According to this, when the engagement pin engaged with the groove is moved forward, the engagement pin is pushed to the opposite side of the groove by the front side surface of the groove. As a result, as the shock absorbing member moves forward, the engagement pin is smoothly released from the groove.

  Further, the railway vehicle of the present invention is a railway vehicle including the above-described impact absorbing device and a coupler provided so as to protrude forward of the vehicle, by moving the impact absorbing member forward by the drive mechanism, It is preferable that the tip of the shock absorbing member can protrude forward from the tip of the coupler. According to this, since the obstacle and the impact absorbing member can collide with each other in front of the tip of the coupler, damage to the coupler can be reduced.

  Further, the railway vehicle of the present invention is a railway vehicle including the above-described shock absorbing device and a coupler provided so as to protrude forward of the vehicle, and the engagement pin has two or more grooves in the longitudinal direction of the vehicle. Of these, it is preferable that the tip of the coupler when located at the same position as the rearmost groove protrudes forward from the tip of the shock absorbing member. According to this, during normal railway train operation, the tip of the coupler protrudes forward from the tip of the shock absorbing member, so the rail car can be connected even though the shock absorber is installed in the vehicle. And towing can be performed smoothly.

  According to the shock absorbing device and the railway vehicle of the present invention, even when a collision occurs before the shock absorbing member completely moves to the front of the vehicle, the shock absorbing member can sufficiently absorb the shock energy, and the obstacle or the own vehicle. Damage can be reduced.

(A) is a side view by 1st Embodiment of this invention, (b) is a top view of this invention. It is a top view of the impact-absorbing device shown in FIG. (A) is a rear view of the shock absorber shown in FIG. 2, and (b) is a side view of the shock absorber shown in FIG. It is a figure which shows operation | movement of the shock absorber shown in FIG. 2 in order. It is a figure which shows operation | movement of the shock absorber shown in FIG. 2 in order. (A) is a side view by 2nd Embodiment of this invention, (b) is a top view by 2nd Embodiment of this invention. It is the side view and top view of an impact-absorbing device shown in FIG. It is the side view and top view of an impact-absorbing device shown in FIG. It is the side view and top view of an impact-absorbing device shown in FIG. It is the side view and top view of an impact-absorbing device shown in FIG. It is the side view and top view of an impact-absorbing device shown in FIG. FIG. 6 is a rear view of the shock absorbing device shown in FIG. 5. It is a top view of the shock absorber of the modification of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

<First embodiment>
Here, a first embodiment of a railway vehicle according to the present invention will be described. FIG. 1A is a side view of a part of the inside of a railway vehicle according to an embodiment of the present invention. FIG. 1B is a plan view of a part of the inside of the railway vehicle according to the embodiment of the present invention. FIG. 2 is a plan view of the shock absorbing device shown in FIG. FIG. 3 shows the shock absorbing device shown in FIG. 2, wherein (a) is a rear view and (b) a side view. 4A to 4D are plan views of the shock absorbing device shown in FIG. 1, and sequentially show the operation of the shock absorbing device. In addition, FIG.1 (b) has shown arrangement | positioning of the impact-absorbing device shown to Fig.1 (a), and description of the member except an impact-absorbing device is abbreviate | omitted. Moreover, for convenience of explanation, each of the shock absorbing devices in FIGS. 1 to 3 may show different operations.

  As shown in FIG. 1, the railway vehicle 10 includes an impact absorbing device 100 provided at the front of the railway vehicle 10, a drive pedal 1, a brake handle 2 that operates an emergency brake, a coupler 3, and a carriage 4. And have. The shock absorbing device 100 is installed under the floor of the driver's seat, and as shown in FIG. 2, a hollow aluminum alloy material 11 used as a shock absorbing material, a slider 12 that supports the hollow aluminum alloy material 11 from the rear, It has two racks 13 disposed on both sides of the hollow aluminum alloy material 11 and the slider 12, and an air cylinder 17. The hollow aluminum alloy material 11, the slider 12, the rack 13, and the air cylinder 17 are disposed in a housing 18.

[Hollow aluminum alloy material 11]
The hollow aluminum alloy material 11 is disposed between two racks 13 and includes three elongated hollow members and flat plates welded to the front and rear ends of the hollow member. The hollow member and the flat plate are made of an aluminum alloy. The three hollow members are arranged in parallel to the longitudinal direction of the railway vehicle 10 so as to be separated from each other by a predetermined interval in the width direction of the railway vehicle 10. A partition is formed at the center of the hollow member, and is arranged so that the cross section viewed from the front is a Japanese character. By arranging the cross section in a Japanese character shape, Euler buckling of the hollow member is less likely to occur.

  The front and rear ends of the three hollow members are connected by flat plates welded to the front and rear ends of the hollow member. When a load is applied to the flat plate at the tip, the three hollow members are uniformly plastically deformed and absorb impact energy at the time of collision. In this embodiment, an aluminum alloy is used as the material of the hollow aluminum alloy material 11, but other light alloys or steel materials may be used. Moreover, although not shown in figure, the hollow member has the recessed part or convex part formed along the direction perpendicular | vertical with respect to a longitudinal direction. This concave portion or convex portion becomes the starting point of plastic deformation due to impact, and the generated load is prevented from becoming excessive due to the notch effect. The flat plate welded to the rear end of the hollow member is attached to the slider 12 with bolts and nuts. When the hollow aluminum alloy material 11 is damaged or deformed, the hollow aluminum alloy material 11 can be removed from the slider 12 and replaced with a new hollow aluminum alloy material 11.

[Slider 12]
A slider 12 is disposed at the rear end of the hollow aluminum alloy material 11. The slider 12 is formed in a hollow rectangular parallelepiped shape extending in the width direction of the railway vehicle 10, and is disposed between the two racks 13. The slider 12 moves along the longitudinal direction of the railway vehicle 10 by a drive mechanism. Note that the drive mechanism in the present embodiment includes the air cylinder 17, the swing link 51, and the link 52. Inside the slider 12, a slide guide 26 and a cylindrical body 40 inserted into the slide guide 26 are disposed at both ends in the longitudinal direction of the slider 12. The substrate 28 is attached as the upper surface of the slider 12 (hollow cuboid), and the substrate 29 is attached as the lower surface of the slider 12 (hollow cuboid). A rotation shaft 27 is attached to the center of the slider 12. The upper end of the rotation shaft 27 is rotatably fixed to the substrate 28, and the lower end of the rotation shaft 27 is fixed to the substrate 29 to be rotatable.

  Side plates 25 are attached to both side surfaces of the slider 12 facing the two racks 13. In the center of the side plate 25, as shown in FIG. 3 (b), a substantially half-moon shaped opening 25a is cut out. A pin 15 to be described later protrudes from the hollow of the slide guide 26 toward the rack 13 through the substantially half-moon shaped opening 25a.

[Slide guide 26]
The slide guide 26 is formed in a rectangular parallelepiped shape, and is formed around a cylindrical hollow penetrating in the longitudinal direction of the rectangular parallelepiped shape. The slide guide 26 is fixed to each of both ends of the slider 12 so that the longitudinal direction of the slide guide 26 coincides with the longitudinal direction of the slider 12. The slide guide 26 is sandwiched and disposed between the substrate 28 and the substrate 29. The upper surface of the slide guide 26 is fixed to the substrate 28, and the lower surface of the slide guide 26 is fixed to the substrate 29.

[Cylinder 40]
The cylindrical body 40 has a hollow cylindrical shape that substantially matches the hollow cylindrical shape of the slide guide 26. The cylinder 40 is inserted into the hollow of the slide guide 26 and reciprocates in the hollow of the slide guide 26 in the width direction of the railway vehicle 10 (longitudinal direction of the slide guide 26). The cross section (circular shape) of the cylindrical body 40 is larger than the substantially half-moon shaped opening 25 a formed in the side plate 25. When the cylindrical body 40 moves to the adjacent rack 13 side, it is stopped by the side plate 25 and does not protrude outside the slider 12.

[Pin 15 and coil spring 16]
In the hollow of the cylindrical body 40, the pin 15 and the coil spring 16 are arranged in order from the adjacent rack 13 side (side plate 25 side) to the rotating shaft 27 side, and the pin 15 and the coil spring 16 constitute a latch mechanism. Yes. The pin 15 is a short rod-like pin, the front part (from the front end (end on the rack 13 side) to the middle) is formed in a substantially semi-cylindrical shape, and the rear part (from the middle to the rear end (adjacent to the coil spring 16). To the end) is formed in a substantially cylindrical shape. The cross section of the front portion (substantially semi-cylindrical) of the pin 15 is formed in a shape slightly smaller than the substantially half-moon shaped opening 25a of the side plate 25. The substantially cylindrical shape at the rear portion of the pin 15 substantially matches the hollow cylindrical shape of the tubular body 40.

  The coil spring 16 extends in the longitudinal direction of the cylindrical body 40 (the width direction of the railway vehicle 10), and biases the pin 15 toward the rack 13 (side plate 25) facing the pin 15. When the cylindrical body 40 is located at the end of the slider 12 in the longitudinal direction, the pin 15 is biased toward the opposite rack 13 (side plate 25 side), passes through the substantially meniscal opening 25a of the side plate 25, and moves to the slider. 12 protrudes to the outside. The portion protruding to the outside of the slider 12 is a substantially semi-cylindrical front portion of the pin 15, and the substantially cylindrical rear portion of the pin 15 is stopped by the side plate 25 and does not protrude to the outside of the slider 12. The pin 15 protruding from the slider 12 engages with the groove 14 of the rack 13. Further, the pin 15 engaged with the groove 14 is released from the engagement with the groove 14 by the front side surface 14a of the groove 14 or the release mechanism. Note that the release mechanism in the present embodiment includes the air cylinder 17, the links 43 and 44, the rotation link 45, the swing link 51, and the link 52.

[Links 43 and 44, Rotating link 45]
A link mechanism is provided between the two cylinders 40 arranged inside the slider 12. The link mechanism includes links 43 and 44 and a rotary link 45. Each of the links 43 and 44 is connected to each of both ends of the rotary link 45. The link 43 is connected to one end of the rotary link 45 by a pin 61, and the link 44 is connected to the other end of the rotary link 45 by a pin 62. The links 43 and 44 and the rotation link 45 are arranged in parallel to the boards 28 and 29 (the floor plane of the railcar 10). The rotation shaft 27 passes through the center of the rotation link 45, and the rotation link 45 rotates about the rotation shaft 27. Further, in the space formed between the substrate 28 and the substrate 29, the two links 43, the two links 44, and the two rotary links 45 are arranged in parallel at a predetermined interval in the vertical direction. In the plan view in FIG. 2, the two links 43, the two links 44, and the two rotary links 45 overlap each other. As described above, the pins 61 and 62 are connected.

[Arm 41, 42]
The link mechanism and the two cylinders 40 located on both sides of the link mechanism are connected via arms 41 and 42. One end of the arm 41 is connected to the link 43 by a pin 63, and the other end is attached to one cylindrical body 40. One end of the arm 42 is connected to the link 44 by a pin 64, and the other end is attached to the other cylinder body 40. The other ends of the arms 41 and 42 are both attached to the end of the cylindrical body 40 on the coil spring 16 side. In the space between the substrate 28 and the substrate 29, the arms 41 and 42 are similar to the links 43 and 44 and the rotation link 45, respectively, and the two arms 41 and the two arms 42 are respectively separated by a predetermined distance in the vertical direction. They are spaced apart and in parallel and are connected to the links 43 and 44 by the pins 63 and 64, respectively, as described above.

[Shafts 71, 72, 73, 74]
In the space sandwiched between the substrate 28 and the substrate 29, the arms 41 and 42 on the substrate 28 side (upper side), the links 43 and 44, and the rotation link 45 are arranged in parallel with being separated by a predetermined distance in the vertical direction; Shafts 71, 72, 73, 74 are arranged between the arms 41, 42, the links 43, 44 and the rotation link 45 on the substrate 29 side (lower side). The shafts 71, 72, 73, 74 are arranged so that the longitudinal direction coincides with the vertical direction, that is, perpendicular to the longitudinal directions of the arms 41, 42, the links 43, 44 and the rotary link 45. ing. The shaft 71, together with the link 43 and the rotation link 45, has an upper end fixed by a pin 61 on the substrate 28 side (upper side) and a lower end fixed by a pin 61 on the substrate 29 side (lower side). The shaft 72, together with the link 44 and the rotary link 45, has an upper end fixed by a pin 62 on the substrate 28 side (upper side) and a lower end fixed by a pin 62 on the substrate 29 side (lower side). The shaft 73, together with the arm 41 and the link 43, has an upper end fixed by a pin 63 on the substrate 28 side (upper side) and a lower end fixed by a pin 63 on the substrate 29 side (lower side). The shaft 74, together with the arm 42 and the link 44, has an upper end fixed by a pin 64 on the substrate 28 side (upper side) and a lower end fixed by a pin 64 on the substrate 29 side (lower side).

[Stopper 80]
In the slider 12, a stopper 80 is disposed adjacent to the side surfaces of the two arms 42 and the shaft 74 on the hollow aluminum alloy material 11 side. The stopper 80 has a flat plate shape, and the flat surface of the stopper 80 (flat plate) is adjacent to the side surfaces of the two arms 42 and the shaft 74. When the arms 41 and 42, the links 43 and 44, and the rotation link 45 are aligned in the width direction of the railcar 10 (FIGS. 4B, 4C, and 4D), the stopper 80 has two arms 42. And adjacent to the two links 44. When the link 44 swings forward about the pin 64 from this state, the swing of the link 44 is stopped by the stopper 80. In FIG. 4B, the rotation of the rotation link 45 is also made to rotate counterclockwise with the operation of the link 44. However, the rotation of the rotation link 45 is also stopped by stopping the operation of the link 44.

[Oscillating link 51, link 52]
A swing link mechanism is disposed between the slider 12 and the rear side surface of the housing 18. The swing link mechanism includes a swing link 51 and a link 52.

  One end of the swing link 51 is attached to the center of the rear side surface of the housing 18 by a pin 65. The other end is connected to one end of the link 52. The swing link 51 is a housing that is rotated 90 degrees counterclockwise from the traveling direction of the railway vehicle from the mounting position by the pin 65, and from the traveling position of the railcar by the pin 65. It swings between the extension direction of the left rear side surface of the body 18. In the swing link 51, the two swing links 51 are arranged in parallel at a predetermined interval in the vertical direction.

  One end of the link 52 disposed between the slider 12 and the swing link 51 is connected to the swing link 51 and the pin 66, and the other end is connected to a connecting portion between the rotary link 45 and the link 44. The pins 62 are attached together with the rotary link 45 and the link 44. Similarly to the swing link 51, the link 52 is also provided with two links 52 arranged in parallel at a predetermined interval in the vertical direction. Note that the predetermined distance between the two swing links 51 and the two links 52 is the two arms 41 and 42, the links 43 and 44, and the rotating link disposed between the substrate 28 and the substrate 29. It is equal to 45 predetermined intervals.

[Shaft 76]
As shown in FIG. 3A, the shaft 76 is provided between the two swing links 51 and the two links 52 that are arranged in parallel at a predetermined interval in the vertical direction. The shaft 76 is disposed so that the longitudinal direction thereof coincides with the vertical direction, that is, perpendicular to the longitudinal directions of the swing link 51 and the link 52. The shaft 76, together with the swing link 51 and the link 52, has an upper end fixed by a pin 66 and a lower end fixed by a pin 66. When the shaft 76 is moved, the two swing links 51 and the two links 52 operate simultaneously.

  A shaft (not shown) is also attached to the end of the swing link 51 attached to the housing 18. Similar to the shaft 76, the upper end and the lower end of this shaft are fixed by pins 65 so that the longitudinal direction thereof coincides with the vertical direction.

[Operation of the swing link 51, the link 52, the arms 41, 42, the links 43, 44, and the rotation link 45]
During normal operation, the swing link 51 is tilted in the extending direction of the left rear side surface of the housing 18 as shown in FIG. The link 52 falls to the rear side surface side of the housing 18 together with the swing link 51. The rotation link 45 is inclined so as to be rotated to the right by about 45 degrees with respect to the width direction of the railway vehicle 10, and the links 43 and 44 and the rotation link 45 form a Z shape.

  By the operation of the air cylinder 17 described later, the swing link 51 swings toward the traveling direction side of the railway vehicle 10 around the position fixed to the housing 18. The link 52 moves and the angle formed between the swing link 51 and the link 52 centered on the pin 66 increases, and a V-shape is formed by the swing link 51 and the link 52 as shown in FIG. Is done. By the operation of the link 52, the rotation link 45 rotates counterclockwise and rotates until the longitudinal direction of the rotation link 45 coincides with the width direction of the railway vehicle 10. Each of the links 43 and 44 swings about each of the pins 63 and 64 by the operation of the link 52 and the rotary link 45. The links 43, 44 and the rotation link 45 are straight lines in which all longitudinal directions coincide with the width direction of the railway vehicle 10. The links 43 and 44 and the rotary link 45 extend in a straight line in the width direction of the railway vehicle 10 from the state contracted in the Z shape, so that each of the two cylinders 40 is pushed and moved to both ends of the slider 12. .

  When the swing link 51 further swings in the traveling direction side of the railway vehicle 10, the link 52 also moves forward. The angle formed between the swing link 51 and the link 52 centered on the pin 66 is further increased, and a dogleg shape is formed by the swing link 51 and the link 52 as shown in FIG. . Here, by the operation of the link 52, the link 44 tries to swing forward around the connection position by the pin 64, and the rotating link 45 tries to rotate counterclockwise. However, the stopper 80 prevents the link 44 from moving in the direction of travel of the railway vehicle 10 (swinging forward). Thereby, the left rotation of the rotation link 45 is also stopped. The links 43 and 44 and the rotation link 45 move forward while maintaining a state in which all the longitudinal directions are in a straight line in the width direction of the railway vehicle 10. Then, as shown in FIG. 4D, the slider 12 is stopped by a stopper 31 formed on the rack 13. The links 43 and 44 and the rotating link 45 stop in a state where all longitudinal directions coincide with the width direction of the railway vehicle 10 and are in a straight line.

  Next, when the swing link 51 swings to the left rear side surface of the housing 18 around the position fixed to the housing 18, the link 52 falls backward. By the operation of the swing link 51 and the link 52, the connection position by the pin 62 at one end of the link 52 moves, the rotation link 45 rotates to the right, and the link 44 moves backward from the connection position with the arm 42 by the pin 64. The links 43, 44 and the rotary link 45 form a Z shape (FIG. 2). When the links 43 and 44 and the rotation link 45 contract in the width direction of the railcar 10, the arms 41 and 42 and the cylinder body 40 are drawn toward the rotation shaft 27 side.

  When the swing link 51 further swings toward the left rear side of the housing 18, the rotation link 45 rotates to the right by about 45 degrees and stops. The links 43, 44 and the rotary link 45 are maintained in a Z-shaped state, and while the arms 41, 42 and the cylinder body 40 are pulled toward the rotary shaft 27, the links 43, 44, The rotary link 45, the arms 41 and 42, and the cylinder 40 move backward. Then, the slider 12 is stopped by the stopper 32 formed on the rack 13, and the links 43 and 44 and the rotary link 45 are stopped while maintaining the state where the Z shape is formed (FIG. 4A).

[Rack 13]
The rack 13 extends in the longitudinal direction of the railway vehicle 10 and is disposed on both sides of the hollow aluminum alloy material 11 and the slider 12 so as to sandwich the hollow aluminum alloy material 11. The rack 13 is formed with a groove 14, and is attached to the left side surface and the right side surface of the housing 18 so that the side surface on which the groove 14 is formed faces the hollow aluminum alloy material 11 and the slider 12.

  A plurality of grooves 14 are continuously formed along the longitudinal direction of the railway vehicle 10 on the side surface of the rack 13 facing the hollow aluminum alloy material 11, and a flat portion 33 a is formed between the grooves 14 and the grooves 14. Exists. A stopper 31 protruding toward the hollow aluminum alloy material 11 is formed in front of the groove 14 positioned at the forefront among the plurality of grooves 14. The slider 31 that has moved forward is stopped by the stopper 31, and the hollow aluminum alloy material 11 and the slider 12 are stopped. In addition, a stopper 32 protruding to the slider 12 side (hollow aluminum alloy material 11 side) is formed behind the groove 14 positioned at the rearmost among the plurality of grooves 14. This stopper 32 stops the slider 12 that has moved rearward, and the hollow aluminum alloy material 11 and the slider 12 stop.

[Buffer material 35]
A cushioning material 35 is attached to a corner formed by the flat portion 33 b adjacent to the front of the groove 14 positioned in the forefront among the plurality of grooves 14 and the stopper 31. When the slider 12 collides with the stopper 31, the cushioning material 35 prevents damage to the slider 12 and the stopper 31. As the buffer material 35, for example, a wood material or a rubber-like elastic material can be used. In addition, the cushioning material 35 may be attached to a corner portion formed by the flat portion 33 c adjacent to the rear of the groove 14 positioned at the rearmost among the plurality of grooves 14 and the stopper 32. As a result, when the slider 12 collides with the stopper 32, the buffer material 35 prevents damage to the slider 12 and the stopper 32.

[Groove 14]
The groove 14 is formed in the width direction of the railway vehicle 10, and the depth direction of the groove 14 coincides with the width direction of the railway vehicle 10. The groove 14 has a front side surface 14a, a rear side surface 14b, a bottom portion 14c, and an opening portion 14d. The front side surface 14a is a front side surface with respect to the longitudinal direction of the railcar 10 among the inner side surfaces of the groove, and the rear side surface 14b is a rear side surface with respect to the longitudinal direction of the railcar 10 among the inner side surfaces of the groove. As shown in FIG. 2, the front side surface 14a is inclined forward from the bottom portion 14c to the opening portion 14d, and is inclined approximately 55 degrees from the plane of the rear side surface 14b with the bottom portion 14c as the center. The rear side surface 14b is a surface parallel to the width direction of the railway vehicle 10, and the groove 14 is formed in a substantially right triangle shape in the cross section in the depth direction. In addition, the inclination angle of the front side surface 14a is not limited to the above-described angle, and the front side surface 14a may be formed so that the inclination becomes gentler or steep. When the inclination is made steeper, the tip 15 of the pin 15 is inclined toward the rotary shaft 27 by the front side surface 14a as the pin 15 engaged with the groove 14 moves forward. It is preferable.

When the front end of the pin 15 is opposed to the rack 13 and the pin 15 is moved forward along the rack 13, the pin 15 engages with the groove 14 and the pin 15 is pushed toward the rotating shaft 27 by the inclined front side surface 14a. Then, the engagement of the pin 15 with the groove 14 is released. The pin 15 passes through the flat portion 33a adjacent to the front of the disengaged groove 14 and adjacent to the groove 14 adjacent to the front of the flat portion 33a, that is, adjacent to the front of the disengaged groove 14. Engage with the groove 14. Thus, as the pin 15 is moved forward, the engagement of the pin 15 with the groove 14, the release of the engagement, and the engagement of the pin 15 with the groove 14 are smoothly repeated. When a backward force is applied to the pin 15 engaged with the groove 14, the pin 15 is stopped by the rear side surface 14b, so that the engagement of the pin 15 with the groove 14 is not released. Further, even if the rearward force relative to the pin 15 is applied to when the pin 15 is adjacent to the flat portion 33 a, the pin 15 engages the groove 14 adjacent to the rear of the flat portion 33 a, The backward movement of the pin 15 is stopped.

[Air cylinder 17]
The air cylinder 17 has a cylinder 20 and a piston rod 21 that moves forward and backward in the cylinder 20 by compressed air. The air cylinder 17 moves the slider 12 in the longitudinal direction of the railway vehicle 10 via a link mechanism. Compressed air is supplied to the cylinder 20 from an air tank (not shown) attached under the floor of the railway vehicle 10. The cylinder 20 has two air supply ports (not shown) to which compressed air is supplied and a discharge valve (not shown) that discharges the compressed air in the cylinder 20. The two air supply ports are an air supply port to which compressed air is supplied when the air cylinder 17 is extended, and an air supply port to which compressed air is supplied when the air cylinder 17 is contracted. An air supply port to which compressed air is supplied when the air cylinder 17 is extended is formed at the rear end of the cylinder 20, and an air supply port to which compressed air is supplied when the air cylinder 17 is contracted is a cylinder. 20 is formed at the front end. Each of the two air supply ports is connected to the air tank via a pipe (not shown).

  The discharge valve is attached to the rear part of the cylinder 20. The release valve is opened when the air cylinder 17 is contracted and closed when the air cylinder 17 is extended. When the discharge valve is closed and compressed air is supplied from the air supply port formed at the rear end of the cylinder 20, the air cylinder 17 extends. When the release valve is opened and compressed air is supplied from the air supply port formed at the front end of the cylinder 20, the air cylinder 17 contracts.

  The rear end portion of the cylinder 20 is attached to the right rear end portion of the housing 18, and is attached to the rear of the stopper 32 formed on the rack 13 attached to the right side surface of the housing 18. The air cylinder 17 swings around the rear end portion along with the expansion and contraction operation. The tip of the piston rod 21 is attached to the shaft 76. As the air cylinder 17 expands and contracts, the shaft 76 moves, and the angle formed by the swing link 51 and the link 52 around the pin 66 changes.

[Slide guide 19]
Two slide guides 19 are arranged in parallel between the two racks 13. The two slide guides 19 extend in the longitudinal direction of the railway vehicle 10, the front end extends to a stopper 31 formed at the front portion of the rack 13, and the rear end extends to a stopper 32 formed at the rear portion of the rack 13. And is attached to the bottom surface of the housing 18.

[Drive pedal 1]
The drive pedal 1 is installed at the foot of the driver's seat of the railway vehicle 10. When a driver (not shown) depresses the drive pedal 1, the air cylinder 17 is expanded or contracted by a signal from the drive pedal 1, and the impact absorbing device 100 is activated. In the present embodiment, the air cylinder 17 expands and contracts in response to a signal from the drive pedal 1, but instead of the drive pedal 1, a drive button and a drive lever are provided on the cab and are operated by operating the drive button and the drive lever. The air cylinder 17 may be configured to expand and contract.

[Operation of Air Cylinder 17 by Operation of Drive Pedal 1]
When the driver visually recognizes an obstacle in front of the railway vehicle 10 and depresses the drive pedal 1 during the operation of the train, a release valve (not shown) of the cylinder 20 is opened by the signal from the drive pedal 1 and the release valve As the compressed air in the cylinder 20 is released, the compressed air is supplied into the cylinder 20 from an air supply port (not shown) formed at the front end of the cylinder 20, and the air cylinder 17 contracts. As a result, the angle formed by the swing link 51 and the link 52 centered on the pin 66 increases, and the hollow aluminum alloy material 11 expands forward of the railway vehicle 10.

  Next, when the driver depresses the drive pedal 1 again, a release valve at the rear of the cylinder 20 is closed by a signal from the drive pedal 1 and an air supply port (not shown) formed at the rear end of the cylinder 20 is closed. ), Compressed air is supplied into the cylinder 20, and the air cylinder 17 extends. As a result, the angle formed by the swing link 51 and the link 52 centered on the pin 66 is reduced, and the hollow aluminum alloy material 11 returns into the railway vehicle 10.

[Brake handle 2]
The brake handle 2 is installed in the driver's seat of the railway vehicle 10 and is pushed and operated by the driver when stopping the railway vehicle 10. Further, in the event of an emergency in which an obstacle such as a person, a car or a train suddenly appears in front of the railway vehicle 10, the handle is pushed to the emergency brake position so that the emergency brake is activated. Here, an example of the operation of the brake by the brake handle 2 will be described. The cab of the railway vehicle 10 is provided with an unillustrated original air reservoir pipe connected to the original air reservoir, a brake pipe connected to the brake cylinder, and an exhaust pipe. When the driver pushes the brake handle 2 to the brake position, brake information is transmitted, the brake valve connecting the original air reservoir pipe and the brake pipe is opened, and air is released. As a result, the pressure in the brake pipe is reduced, but the compressed air flows into the brake cylinder from the auxiliary air reservoir in which the compressed air is stored in advance, and the brake cylinder pressure is generated and the brake is applied.

[Connector 3]
The coupler 3 is provided at the lower end of the floor of the railway vehicle 10, and the tip projects forward from the tip of the railway vehicle 10. Further, a shock absorber (not shown) may be provided behind the coupler 3 installed in the railway vehicle 10. This shock absorber can mitigate the impact that occurs when the vehicles are connected together. The coupler 3 can be used for propulsion and towing by connecting vehicles in an emergency such as a connection of two trains or a vehicle failure. 4A and 4B, when the pin 15 is located at the same position as the rearmost groove 14 among the plurality of grooves 14 formed in the rack 13 in the longitudinal direction of the railway vehicle 10, that is, During operation of the railway train 10 (FIG. 4 (a)) or when the pin 15 is engaged with the groove 14 located at the rearmost among the plurality of grooves 14 formed in the rack 13 (FIG. 4 (b)). 1), the tip of the coupler 3 protrudes forward from the tip of the hollow aluminum alloy material 11, as shown in FIG. When the air cylinder 17 contracts and the hollow aluminum alloy material 11 expands and the pin 15 engages with the groove 14, for example, when the pin 15 engages with the frontmost groove 14 among the plurality of grooves 14 ( 4D) or when engaged with the groove 14 located in the middle among the plurality of grooves 14 (FIG. 4C), the tip of the hollow aluminum alloy material 11 is forward of the tip of the coupler 3. Protrusively.

[Operation of Shock Absorber 100]
A series of operations of the shock absorbing device 100 when an obstacle such as a person, a car, or a train appears in front of the railway vehicle 10 of the present embodiment will be described. During normal operation, as shown in FIG. 4A, the rotary link 45 is inclined to the right by about 45 degrees with respect to the width direction of the railcar 10, and the links 43 and 44 and the rotary link 45 are inclined. Thus, a Z shape is formed, and the two cylinders 40 are drawn toward the rotating shaft 27 side. Further, the pin 15 is adjacent to the rearmost groove 14 among the plurality of grooves 14 formed in the rack 13 by the height of the groove 14, and the pin 15 is engaged with the rack 13. Absent. Further, the air cylinder 17 is extended.

(A series of operations of the impact absorbing device 100 when the hollow aluminum alloy material 11 is deployed forward of the railway vehicle 10)
An obstacle (not shown) suddenly appears in front of the railway vehicle 10, and a driver (not shown) in the driver's seat visually recognizes the obstacle and operates the brake handle 2 to the emergency brake position. Depress the drive pedal 1. The emergency brake that receives the signal from the brake handle 2 is activated and the train decelerates. Further, the air cylinder 17 contracts in response to a signal from the drive pedal 1. As a result, the shaft 76 moves, the swing link 51 swings toward the traveling direction side of the railway vehicle 10 around one end attached to the housing 18, and the link 52 moves. With the operation of the link 52, the rotary link 45 rotates counterclockwise and the links 43 and 44 move, and the arms 41 and 42, the links 43 and 44, and the rotary link 45 are aligned with the width direction of the railway vehicle 10. The two cylinders 40 move to the right end and the left end of the slider 12, respectively, and the pin 15 engages with the groove 14 positioned at the rearmost among the plurality of grooves 14 (FIG. 4B).

  When the air cylinder 17 further contracts, the swing link 51 further swings toward the traveling direction side of the railway vehicle 10 around one end attached to the housing 18 and the link 52 moves to push the slider 12 forward. The slider 12, the two cylinders 40 (pin 15 and coil spring 16) and the hollow aluminum alloy material 11 disposed inside the slider 12 move forward. At this time, the pin 15 is urged toward the groove 14 by the coil spring 16 to engage with the first groove 14, release the engagement with the first groove 14, and a second groove adjacent to the front of the first groove 14. 14 and the second groove 14 are repeatedly released and moved forward along the rack 13 together with the slider 12 and the hollow aluminum alloy material 11 to the railcar 10 (FIG. 4C).

  The slider 12 moves further forward and is stopped by a stopper 31 formed at the front portion of the rack 13 (FIG. 4D). The hollow aluminum alloy material 11, the pin 15 and the coil spring 16 also stop together with the slider 12.

  When the obstacle and the hollow aluminum alloy material 11 collide, the hollow aluminum alloy material 11 and the slider 12 receive a backward force. When the pin 15 is engaged with the groove 14, the rack 13 locks the slider 12 via the pin 15, so that the hollow aluminum alloy material 11, the slider 12, the pin 15, and the coil spring 16 do not move backward. . When the obstacle collides with the hollow aluminum alloy material 11, if the pin 15 is adjacent to the flat portion 33a, the pin 15 engages with the groove 14 adjacent to the rear of the adjacent flat portion 33a, The rack 13 locks the slider 12 via the pin 15.

(A series of operations of the impact absorbing device 100 when returning the hollow aluminum alloy material 11 into the railway vehicle 10)
The operation of the shock absorbing device 100 when returning the hollow aluminum alloy material 11 into the railway vehicle 10 when the own vehicle stops before the obstacle and the obstacle does not collide with the hollow aluminum alloy material 11 will be described. To do. When the driver in the driver's seat steps on the drive pedal 1, the air cylinder 17 extends. As a result, the shaft 76 moves, the swing link 51 swings toward the left rear side surface of the housing 18 around one end attached to the housing 18, and the link 52 falls backward, and the link 52 moves. Thus, the rotation link 45 rotates to the right. As the rotation link 45 rotates, the links 43 and 44 move, and the links 43 and 44 and the rotation link 45 form a Z shape. As a result, the arms 41 and 42 and the two cylinders 40 move to the rotating shaft 27 side. The pin 15 in the cylindrical body 40 is drawn toward the rotary shaft 27, and the engagement of the pin 15 with the groove 14 is released (FIG. 2).

  When the air cylinder 17 further extends, the swing link 51 further swings toward the left rear side of the casing 18 around one end attached to the casing 18 and the link 52 further tilts backward to move the slider 12 backward. Pull to. The hollow aluminum alloy material 11, the two cylinders 40 (pin 15 and coil spring 16) and the slider 12 disposed inside the slider 12 move backward. The pin 15 moves rearward together with the hollow aluminum alloy material 11 and the slider 12 while maintaining the state where the engagement with the groove 14 is released. Then, the hollow aluminum alloy material 11 is returned into the railway vehicle 10 (FIG. 4A).

  As described above, according to the railway vehicle 10 and the impact absorbing device 100 of the present embodiment, even when a collision occurs before the hollow aluminum alloy material 11 completely moves forward of the railway vehicle 10, Immediately after the collision, the pin 15 engages with the groove 14, and the rack 13 engages the slider 12 via the pin 15, whereby the hollow aluminum alloy material 11 can be stopped immediately after the collision. Thereby, the impact energy due to the collision with the obstacle can be sufficiently absorbed, and damage to the obstacle and the host vehicle can be reduced.

  Further, since the front side surface 14a of the groove 14 is inclined forward from the bottom portion 14c to the opening portion 14d, when the pin 15 engaged with the groove 14 is moved forward, the pin 15 is moved by the front side surface 14a of the groove 14. Is pushed toward the rotary shaft 27, and the engagement of the pin 15 with the groove 14 is released. Accordingly, as the slider 12 and the hollow aluminum alloy material 11 move forward, the engagement of the pin 15 with the groove 14 and the engagement with the groove 14 adjacent to the front of the groove 14 are smoothly performed. Is called.

  Further, when the hollow aluminum alloy material 11 moves to the rear side of the railway vehicle 10, the air cylinder 17 extends, whereby the rotating link 45 rotates and the links 43 and 44 operate, and the links 43 and 44 and the rotating link 45 are moved. Is contracted in the longitudinal direction of the slider 12, and the cylindrical body 40 (the pin 15 and the coil spring 16) is drawn toward the rotating shaft 27 located on the opposite side of the groove 14. Accordingly, the engagement of the pin 15 with the groove 14 is released, and the hollow aluminum alloy material 11 can be easily retracted while maintaining the released state. Further, when the railway vehicle 10 stops in front of the obstacle and the collision between the railway vehicle 10 and the obstacle does not occur, the hollow aluminum alloy material 11 can be easily returned into the railway vehicle 10, so that Prepare for resumption.

  In addition, the driving force due to the expansion and contraction of the air cylinder 17 is transmitted to the slider 12 via the swing link 51 and the link 44, and the slider 12 can be moved in the longitudinal direction of the railway vehicle 10.

  Further, by stopping the operation of the link 44 by the stopper 80, it is possible to stop the rotation link 45 from rotating counterclockwise from the state in which the rotation link 45 coincides with the width direction of the railway vehicle 10. As a result, when the hollow aluminum member is deployed, the two cylinders 40 can be positioned at both ends of the slider 12 and the pin 15 can be maintained adjacent to the rack 13. The engagement and the disengagement are smoothly performed repeatedly.

  Further, when the air cylinder 17 contracts, the hollow aluminum alloy material 11 is moved forward (for example, in the case of FIGS. 4C and 4D), the tip of the hollow aluminum alloy material 11 is connected to the coupler 3. It can be made to project forward from the tip. As a result, the obstacle and the hollow aluminum alloy material 11 can collide with each other in front of the tip of the coupler 3, and damage to the coupler 3 can be reduced.

  Further, during normal operation, that is, as shown in FIG. 4A, in the longitudinal direction of the railway vehicle 10, the pin 15 is separated from the groove 14 located at the rearmost position formed in the rack 13 by a predetermined interval. When adjacent to each other and as shown in FIG. 4B, the tip of the coupler 3 is hollow when the pin 15 is engaged with the groove 14 located at the rearmost position formed in the rack 13. Since it protrudes ahead from the front-end | tip of an aluminum alloy material, the connection of the rail vehicle 10 using the connector 3 can be performed smoothly.

<Second Embodiment>
Next, a second embodiment of the railway vehicle according to the present invention will be described. FIG. 5A is a side view of a part of the inside of the railway vehicle according to the embodiment of the present invention. FIG. 5B is a plan view of a part of the inside of the railway vehicle according to the embodiment of the present invention. FIG. 6A to FIG. 6E are enlarged views sequentially showing the operation of the shock absorber shown in FIG. 6A to 6E, the right figure is a plan view of the shock absorbing device. Moreover, the left figure is a side view of an impact-absorbing device, and is a side view of AA in the right figure. (A)-(e) of Drawing 7 is a rear view of an impact-absorbing device, and is a figure corresponding to each of a sectional view of BB of the right figure in Drawing 6 (a)-Drawing 6 (e). . FIG. 5B shows the arrangement of the impact absorbing device shown in FIG. 5A, and the description of members excluding the impact absorbing device is omitted. In addition, about the thing similar to 1st Embodiment of this invention, it shows with the same sign and abbreviate | omits description.

  As shown in FIGS. 5 to 7, the railway vehicle 10 and the impact absorbing device 200 in the second embodiment are the same as the air cylinder 17, the link mechanism (the arms 41 and 42, the links 43 and 44, and the rotary link 45 in the first embodiment. ), The spring 210, the belt 220, the belt fastener 230, the lever 231 and the frame body 218 are used in place of the swing link mechanism (the swing link 51 and the link 52) and the housing 18, and the drive pedal 1 Instead of this, a drive handle 202 is used. Further, the two racks 13 are arranged so that the side surface in which the groove 14 is formed is opposed to the ceiling of the railway vehicle 10. The pin 15 is provided such that the tip of the pin 15 faces the groove 14 and is movable in the vertical direction. In the second embodiment, the cylindrical body 40, the slide guide 26 into which the cylindrical body 40 is inserted, and the coil spring 16 that biases the pin 15 in the cylindrical body 40 in the first embodiment are not used. Other than the above are substantially the same as those in the first embodiment, and thus the description thereof may be omitted. Further, the drive mechanism in this modification has a spring 210, and the release mechanism in this modification has a belt 220 and a belt fastener 230.

[Frame body 218]
The frame 218 has a bottom surface 218a extending in the longitudinal direction of the railway vehicle 10 and a rear side surface 218b extending in the vertical direction from the rear end portion of the bottom surface 218a. The rear side surface 218b extends upward, and the cross section of the frame body 218 is formed in an L shape.

[Slider 12]
Inside the slider 12, two rectangular parallelepiped metal bodies 240 are disposed between the substrate 28 and the substrate 29. The two metal bodies 240 are disposed at both ends of the slider 12 in the longitudinal direction with a space therebetween.

  In the metal body 240, a rectangular hollow 241 penetrating in the longitudinal direction of the metal body 240 is formed near the center. The height (length in the vertical direction) of the hollow 241 is longer than the length in the vertical direction of a flat plate-shaped pin 15 described later. When the two metal bodies 240 are arranged at both ends of the slider 12 so that the longitudinal direction of the hollow 241 coincides with the longitudinal direction of the slider 12, the hollow 241 of the two metal bodies 240 is between the two metal bodies 240. The space communicates in the longitudinal direction of the slider 12. The pin 15 is inserted into the communicating hollow 241. The pin 15 moves in the vertical direction in the hollow 241.

  The slider 12 is biased by the spring 210 and moves forward. Further, the slider 12 moves backward while being integrated with the pin 15 by moving the pin 15 backward while pushing the metal body 240. In the space formed between the two metal bodies 240, a roller 245 is provided at the upper center. The belt 220 attached to the upper end of the pin 15 extends in the vertical direction in the space between the two metal bodies 240, and changes the direction by the roller 245 and extends backward.

[Pin 15]
The pin 15 is directed vertically downward (the floor surface (bottom surface 218a) of the railway vehicle 10), and is inserted into the hollow 241 so that the height direction from the upper end to the lower end coincides with the vertical direction. The flat pin 15 has a longer length in the longitudinal direction than the length of the slider 12 in the longitudinal direction. Both ends of the pins 15 inserted in the hollow 241 in the longitudinal direction extend from both ends of the slider 12 in the longitudinal direction by the length in the width direction of the rack 13. As shown in FIG. 7, the portions extending from both ends of the slider 12 are located above the rack 13. 6A to 6E, the lower end of the pin 15 has a corner on the front side that is cut in accordance with the shape of the groove 14, and becomes tapered toward the lower end. Yes. One end of the belt 220 is attached to the center position of the upper end of the pin 15. The pin 15 moves through the hollow 241 in the vertical direction. When the belt 220 is wound around a belt fastener 230 described later, the pin 15 moves upward to the height of the roller 245, and the lower end of the pin 15 is separated from the rack 13. When the belt 220 is loosened, the pin 15 falls downward (vertically downward, on the rack 13 side) by gravity.

[Spring 210]
The spring 210 extends in the longitudinal direction of the railway vehicle 10 and biases the slider 12 forward of the railway vehicle 10. One end of the spring 210 is fixed to the substrate 29 on the bottom surface of the slider 12, and the other end is attached to the rear side surface 218 b of the frame body 218. A rod (not shown) may be inserted into the spring 210. This ensures that the spring 210 urges the slider 12 forward. One end of this bar is preferably fixed to the rear side surface 218b of the frame 218.

[Belt 220]
The belt 220 having one end attached to the upper end of the pin 15 extends upward (from the substrate 28 side) from the upper end of the pin 15 and bends 90 degrees along the peripheral surface of the roller 245 provided between the two metal bodies 240. , Extending rearward (rear side surface 218b side of the frame 218). The belt extending rearward is wound around the belt winding shaft of the belt fastener 230.

[Belt fastener 230]
The belt fastener 230 is attached to the outside of the rear side surface 218b of the frame 218. In this embodiment, a ratchet type fastener is used. The belt fastener 230 includes a belt winding shaft (not shown) around which the belt 220 is wound, and a ratchet gear (not shown) in which the belt winding shaft penetrates in the center and a gear portion is formed around the belt winding shaft. And a latch claw (not shown) that engages with the gear portion of the ratchet gear, and a handle (not shown) that rotates the belt winding shaft. A lever 231 is extended on the handle. When the latch claw is engaged with the gear portion of the ratchet gear, the belt 220 is locked. When the lever 231 is operated so that the belt is wound around the belt winding shaft, and the handle (not shown) is operated to rotate the belt winding shaft, the belt 220 is turned to the belt winding shaft (not shown). Wrap around. Further, when the lever 220 is operated from the state where the belt 220 is locked and the handle (not shown) is operated in the direction of unwinding the belt 220 from the belt winding shaft, the latch claw is detached from the gear portion of the ratchet gear. The belt 220 is loosened.

[Drive handle 202]
As shown in FIG. 5A, the drive handle 202 installed in the cab is connected to the lever 231 by a wire 221. When the driver operates the drive handle 202, the wire 221 is pulled upward and the lever 231 is actuated. By the operation of the lever 231, the handle of the belt fastener 230 is operated, the latch claw is released from the gear portion of the ratchet gear, and the belt 220 is loosened.

[Rack 13]
The rack 13 is disposed on the bottom surface 218a of the frame 218 so that the surface on which the groove 14 is formed becomes the top surface, that is, faces the ceiling of the railway vehicle 10. The rack 13 is supported by four blocks 250 from the opposite side (outside) of the hollow aluminum alloy material 11 side. The blocks 250 are formed in an L shape, and are arranged on the bottom surface 218 a of the frame body 218 at equal intervals in the longitudinal direction of the railway vehicle 10.

  In the rack 13, a plurality of grooves 14 and grooves 214 are formed in a vertically downward direction (on the floor surface (bottom surface 218a) side of the railway vehicle 10), and have the stoppers 31 and 32 in the first embodiment. Not. The groove 214 is a groove positioned at the foremost position in the longitudinal direction of the rack 13 among the plurality of grooves 14 and 214. The front side surface 214a of the groove 214 is formed in the vertical direction, and is not inclined forward from the bottom to the opening like the front side surface 14a of the groove 14. When the pin 15 moves forward and engages with the groove 214, the pin 15 is stopped by the front side surface 214a of the groove 214 and stops. Thereby, the hollow aluminum alloy material 11 and the slider 12 also stop together.

[Stoppers 31, 32]
A stopper 31 is disposed adjacent to the rack 13 at a position in front of the groove 214 in the longitudinal direction of the railway vehicle 10. The stopper 31 is disposed adjacent to the side surface of the rack 13 that faces the hollow aluminum alloy material 11, and is provided adjacent to each of the right rack 13 and the left rack 13 that sandwich the hollow aluminum alloy material 11. It has been.

  Among the plurality of grooves 14 and 214 formed in the rack 13, a stopper 32 is disposed behind the rearmost groove 14 in the longitudinal direction of the railcar 10 and adjacent to the side surface of the rack 13 facing the slider 12. Has been. The stopper 32 is disposed adjacent to the side surface of the rack 13 on the slider 12 side, and is provided adjacent to each of the right rack 13 and the left rack 13 with the hollow aluminum alloy material 11 interposed therebetween.

  The stoppers 31 and 32 are made of the same material as the buffer material 35 in the first embodiment, and stop the movement of the slider 12. Further, when the slider 12 collides with the stoppers 31 and 32, the slider 12 is prevented from being damaged.

[Operation of Shock Absorber 200]
The operation of the shock absorbing device 200 when the shock absorbing device 200 of the present embodiment is installed in the railway vehicle 10 will be described. During normal operation, as shown in FIG. 6A, the belt 220 is wound around the belt winding shaft of the belt fastener 230, and the latch claw is engaged with the gear portion and locked. Further, the spring 210 is contracted. As shown in FIG. 7A, the pin 15 is not engaged with the rack 13.

(Operation of the impact absorbing device 200 when the hollow aluminum alloy material 11 is deployed forward of the railway vehicle 10)
When the driver visually recognizes an obstacle in front of the railway vehicle 10 and operates the drive handle 202, the lever 231 is pulled, the latch claw is released from the gear portion, and the belt 220 is loosened. As the spring 210 extends and biases the slider 12 forward, the slider 12, the hollow aluminum alloy material 11 and the pin 15 move forward. Further, the belt 15 is loosened, so that the pin 15 moves downward (falls toward the floor of the railway vehicle 10). The pin 15 moves forward together with the slider 12 and the hollow aluminum alloy material 11 while repeatedly engaging and releasing the engagement with the groove 14 (FIGS. 6B and 7B).

  When the pin 15 is engaged with the groove 214 and the slider 12 is stopped by the stopper 31, the hollow aluminum alloy material 11, the slider 12, and the pin 15 are stopped (FIGS. 6C and 7C).

(Operation of the impact absorbing device 200 when returning the hollow aluminum alloy material 11 into the railway vehicle 10)
When returning the hollow aluminum alloy material 11 into the railway vehicle 10, a door (not shown) provided at the foot of the driver's seat is opened and the lever 231 is operated to wind the belt 220 around the belt winding shaft of the belt fastener 230. . When the belt 220 is wound around the belt winding shaft, the belt 220 attached to the upper end of the pin 15 is pulled upward. The pin 15 is pulled upward together with the belt 220 (on the ceiling side of the railway vehicle 10), and the engagement of the pin 15 with the groove 214 is released (FIGS. 6D and 7D). When the belt 220 is further wound around the belt winding shaft, the pin 15 is pulled rearward, and the pin 15, the hollow aluminum alloy material 11, and the pin 15 are maintained while maintaining the state where the engagement of the pin 15 with the groove 214 is released. The slider 12 moves rearward (FIG. 6E), and the hollow aluminum alloy material 11 is returned into the railway vehicle 10.

  As described above, also in the impact absorbing device 200 of the second embodiment, the same effect as that of the first embodiment can be obtained. Further, the grooves 14 and 214 are formed vertically downward, and the tip of the pin 15 is disposed in the direction of the grooves 14 and 214, that is, vertically downward. It falls downward due to gravity and engages with the grooves 14 and 214. As a result, a member for urging the pin 15 toward the grooves 14 and 214 becomes unnecessary, and the pin 15 can be engaged with the grooves 14 and 214 with a simple configuration, and the slider 12 can be fixed to the rack 13 via the pin 15. .

  Further, by arranging the rack 13 so that the height direction of the groove 14 coincides with the vertical direction, the length of the shock absorbing device 200 in the width direction is the width direction of the shock absorbing device 100 in the first embodiment. Therefore, the impact absorbing device 200 can be downsized.

<Modification>
Subsequently, a modification of the shock absorbing device of the present invention will be described. FIG. 8 is a plan view of an impact absorbing device according to a modified example of the present invention, where (a) is a diagram immediately after operating a drive lever, and (b) is a diagram illustrating an example immediately before a collision. Note that the same components as those in the embodiment of the present invention are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIGS. 8A and 8B, the shock absorbing device 300 according to the present modification includes springs 307 and 308, a belt 309, a belt fastener 310, and a belt fastener 310 instead of the air cylinder 17 in the first embodiment. A lever 311 is used, and a drive handle (not shown) is used instead of the drive pedal 1. An opening 330 is formed at the left rear end of the housing 18. Further, the drive mechanism in this modification has a spring 308. Further, the release mechanism in this modification includes a belt 309 and a belt fastener 310. Other than this, the description is omitted because it is almost the same as the first embodiment.

[Spring 307]
One end of the spring 307 is attached to the shaft 76 fixed by the pin 66, and the other end is attached to the right end of the rear side surface of the housing 18. The other end of the spring 307 is located behind the stopper 32 formed on the rack 13 located on the right side of the hollow aluminum alloy material 11. The spring 307 contracts between the shaft 76 and a position attached to the housing 18 to urge the shaft 76 to the right side. As a result, each of the two cylinders 40 moves to each of both ends of the slider 12, and the pins 15 are adjacent to the rack 13. In the first embodiment (FIGS. 4A and 4B), the cylinder 40 is moved to both ends of the slider 12 using the contraction force of the air cylinder 17, but in this modification, the air cylinder 17 Instead, the contraction force of the spring 307 is used to move the cylinder 40 to both ends of the slider 12.

  When the belt 309 is unlocked and the spring 307 contracts from the state during normal operation (FIG. 4A in the first embodiment), the shaft 76 is urged to the right, and the swing link 51 and the link 52 are moved. And the angle formed by the swing link 51 and the link 52 around the pin 66 is increased. By the operation of the link 52, the connection position of the pin 62 with the link 44 and the rotation link 45 is moved, and the rotation link 45 rotates counterclockwise about 45 degrees from a state inclined about 45 degrees with respect to the width direction of the railway vehicle 10. The links 43 and 44 operate together with the rotation link 45, and the links 43 and 44 and the rotation link 45 are aligned with the width direction of the railcar 10 (FIG. 8A). Each of the two cylinders 40 moves to both ends of the slider 12 in the longitudinal direction, and the pin 15 engages with the groove 14.

[Spring 308]
The spring 308 extends in the longitudinal direction of the railway vehicle 10 and biases the slider 12 forward of the railway vehicle 10. One end of the spring 308 is fixed to the bottom surface (substrate 29) of the slider 12, and the other end is attached to the rear side surface of the housing 18. A rod (not shown) is inserted into the hollow of the spring 308, and one end of the rod is attached to the rear side of the housing 18, and the other end extends to the tip of the shock absorbing device 300 (housing 18). Exist. By inserting a rod into the hollow of the spring 308, the slider 12 can be reliably urged forward.

[Belt fastener 310]
The belt fastener 310 is attached to the left side outside the rear side surface of the housing 18, and a ratchet type fastener is used in this modification. The belt fastener 310 includes a belt winding shaft (not shown) around which the belt 309 is wound, and a ratchet gear (not shown) in which the belt winding shaft penetrates the center and a gear portion is formed around the belt winding shaft. And a latch claw (not shown) that engages with the gear portion of the ratchet gear, and a handle (not shown) that can rotate the belt winding shaft in the winding direction. A lever 311 extends from the handle. When the latch claw is engaged with the gear portion of the ratchet gear, the belt 309 is locked. When the lever 311 is operated and the handle (not shown) is rotated in the belt winding direction, the belt 309 is wound around the belt winding shaft (not shown). When the lever 311 is operated while the belt 309 is locked and the handle (not shown) is rotated in a direction opposite to the winding direction of the belt winding shaft, the latch claw is a gear portion of the ratchet gear. And the belt 309 is loosened.

  Similarly to the connection between the lever 231 and the drive handle 202 in the second embodiment, the lever 311 is connected to a drive handle (not shown) installed on the cab by a wire (not shown). When the driver operates the drive handle, the belt is pulled upward and the lever 311 is operated. By operating the lever 311, the handle of the belt fastener 310 is operated, the latch claw is released from the gear portion of the ratchet gear, and the belt 309 is loosened.

[Operation of Shock Absorber 300]
The operation of the shock absorbing device 300 when the shock absorbing device 300 of this modification is installed in the railway vehicle 10 will be described. During normal operation, the spring 307 is extended and the spring 308 is contracted. The belt 309 is wound around the belt winding shaft of the belt fastener 310, and is locked by engaging a latch claw with the gear portion. Further, as in the first embodiment shown in FIG. 4A, the rotary link 45 is inclined by about 45 degrees from the width direction of the railcar 10, and the links 43, 44 and the rotary link 45 form a Z shape. ing. The pin 15 is not engaged with the groove 14.

(Operation of the impact absorbing device 300 when the hollow aluminum alloy material 11 is expanded forward)
When the driver visually recognizes an obstacle in front of the railway vehicle 10 and operates a drive lever (not shown), the lever 311 is operated, the latch claw is released from the gear portion, and the belt 309 is unlocked. The spring 307 contracts, the shaft 76 is urged to the right side, and the swing link 51 and the link 52 operate. By the operation of the link 52, the rotation link 45 rotates counterclockwise and the links 43 and 44 operate, and the arms 41 and 42, the links 43 and 44, and the rotation link 45 are aligned in the width direction of the railway vehicle 10 (FIG. 8 ( a)). The two cylinders 40 in the slider 12 move to both ends in the longitudinal direction of the slider 12, and the pin 15 engages with the groove 14 positioned at the rearmost among the plurality of grooves 14.

  Then, the spring 308 is extended and the belt 309 is loosened. The slider 12 is urged forward by a spring 308 and moves forward. The hollow aluminum alloy material 11, the pin 15, and the coil spring 16 move forward together with the slider 12. While the slider 12 is moving forward, the arms 41 and 42, the links 43 and 44, and the rotary link 45 move forward while maintaining a straight line in the width direction of the railway vehicle 10, and the pin 15 moves to the coil spring 16. Energized, the engagement with the groove 14, the release of the engagement, the engagement with the groove 14 adjacent to the front and the release of the engagement are repeated.

  When the slider 12 is stopped by the stopper 31 formed on the rack 13, the advance of the hollow aluminum alloy material 11, the slider 12, the pin 15, and the coil spring 16 is stopped. (Fig. 8 (b))

(Operation of the impact absorbing device 300 when returning the hollow aluminum alloy material 11 into the railway vehicle 10)
When returning the hollow aluminum alloy material 11 into the railway vehicle 10, a door (not shown) provided at the foot of the driver's seat is opened and the lever 311 is operated. The belt 309 is wound around the belt winding shaft of the belt fastener 310, the shaft 76 is pulled rearward, and the swing link 51 and the link 52 are operated. The angle formed between the swing link 51 and the link 52 around the pin 66 is small. By the operation of the link 52, the rotary link 45 rotates to the right by about 45 degrees with respect to the width direction of the railcar 10, and the links 43 and 44 are operated. The links 43 and 44 and the rotary link 45 form a Z shape. As a result, the cylindrical body 40 is drawn toward the rotary shaft 27, and the engagement of the pin 15 with the groove 14 is released.

  By operating the lever 311 and further winding the belt 309 around the belt winding shaft, the swing link 51 and the link 52 are further operated, and the angle formed by the swing link 51 and the link 52 with the pin 66 as the center is increased. It gets smaller. When the slider 12 is pulled rearward by the belt 309 via the link 52, the hollow aluminum alloy material 11, the slider 12, the pin 15, and the coil spring 16 are moved rearward, and the hollow aluminum alloy material 11 is moved inside the railway vehicle 10. Returned to While the hollow aluminum alloy material 11 and the slider 12 move backward, the pin 15 moves backward while maintaining the state where the engagement with the groove 14 is released.

  As described above, the same effects as those of the first embodiment can be obtained also in the impact absorbing device 300 of the present modification. Moreover, also in the railway vehicle which employ | adopted the impact-absorbing device 300 of this modification, the effect similar to 1st Embodiment can be acquired. Further, since the springs 307 and 308 are used for the drive mechanism, the structure of the shock absorbing device 300 can be simplified.

  The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made as long as they are described in the claims. For example, the operation method of the shock absorbers 100, 200, and 300 in the above-described embodiment is an example, and the air cylinder 17 and the levers 231 and 311 may be operated in conjunction with the operation of the emergency brake. For example, in the shock absorbing device 100, when the brake handle 2 is operated, an emergency brake signal may be transmitted to the air cylinder 17. Thereby, with the operation of the emergency brake, the air cylinder 17 contracts and the hollow aluminum alloy material 11 is developed. Further, in the shock absorbers 200 and 300, the brake handle 2 and the levers 231 and 311 may be connected by a wire or the like, and the levers 231 and 311 may be operated when the brake handle 2 is operated. By these methods, an obstacle that appears suddenly can be dealt with instantly, and damage to the obstacle and the host vehicle can be further reduced.

  In the above-described embodiment, the emergency brake may be operated in conjunction with the operation of the drive pedal 1 or the drive handle 202. As a result, the speed of the train decreases with the development of the hollow aluminum alloy material 11, so that it is possible to instantly deal with obstacles that appear suddenly, and damage to the obstacles and the host vehicle can be further reduced.

  Moreover, in the above-described embodiment, the cylindrical body 40 is provided, but a configuration without the cylindrical body 40 may be used. For example, the same operation and effect can be obtained by directly connecting the coil spring 16 and the arm 41 or the arm 42. In this case, the slide guide 26 may not be used.

  In the above-described embodiment, two shock absorbers 100, 200, and 300 are installed on both sides of the vehicle. However, a total of three shock absorbers 100, 200, and 300 are installed in the center. You may install only one in the center. Further, the shock absorbers 100, 200, and 300 may be used in combination.

  In the above-described embodiment, a double-acting cylinder in which the piston rod 21 is advanced and retracted by pneumatic force is used as the air cylinder 17. A cylinder that operates by air pressure may be used. In this case, an air cylinder in which a spring is attached to the inside of the cylinder 20 and the piston rod 21 is inserted into the hollow of the spring can be used.

  By using the present invention, damage caused by a collision between a railway vehicle and an obstacle can be reduced.

DESCRIPTION OF SYMBOLS 1 Drive pedal 2 Brake handle 3 Connector 10 Railway vehicle 11 Hollow aluminum alloy material 12 Slider 13 Rack 14 Groove 14a Front side surface 14b Rear side surface 15 Pin 16 Coil spring 17 Air cylinder 41, 42 Arms 43, 44, 52 Link 45 Rotating link 51 Swing link 80 Stopper 210, 307, 308 Spring 220, 309 Belt 230, 310 Belt fastener 311 Lever 100, 200, 300 Shock absorber

Claims (7)

In an impact absorbing device that absorbs the impact energy of an obstacle that collides with the front of a railway vehicle,
An impact absorbing member that absorbs impact energy at the time of collision by plastic deformation;
A support member for supporting the shock absorbing member;
A locking member extending in the longitudinal direction of the vehicle and having two or more grooves formed along the longitudinal direction of the vehicle;
An engaging pin that moves in the longitudinal direction of the vehicle along with the supporting member along the locking member and engages with the groove;
An engagement pin urging member for urging the engagement pin in the groove direction;
A drive mechanism for moving the support member in the longitudinal direction of the vehicle,
As the shock absorbing member moves forward of the vehicle, the engagement pin is disengaged from the first groove and the engagement pin to the second groove adjacent to the front of the first groove. The shock absorbing device is characterized in that the engagement is repeatedly performed. In an impact absorbing device that absorbs the impact energy of an obstacle that collides with the front of a railway vehicle,
An impact absorbing member that absorbs impact energy at the time of collision by plastic deformation;
A support member for supporting the shock absorbing member;
A locking member extending in the longitudinal direction of the vehicle and having two or more grooves formed along the longitudinal direction of the vehicle;
An engaging pin that moves in the longitudinal direction of the vehicle along with the supporting member along the locking member and engages with the groove;
A drive mechanism for moving the support member in the longitudinal direction of the vehicle,
Each of the two or more grooves is formed vertically downward, and the engagement pin is disposed so as to move in the vertical direction.
As the shock absorbing member moves forward of the vehicle, the engagement pin is disengaged from the first groove and the engagement pin to the second groove adjacent to the front of the first groove. The shock absorbing device is characterized in that the engagement is repeatedly performed. 3. The release mechanism according to claim 1 , further comprising a release mechanism that releases the engagement of the engagement pin with the groove when the shock absorbing member moves rearward in the longitudinal direction of the vehicle. The shock absorber described . When the shock absorbing member moves rearward in the longitudinal direction of the vehicle, it further includes a release mechanism that releases the engagement of the engagement pin with the groove, and the release mechanism moves the engagement pin vertically upward. The impact absorbing device according to claim 2, wherein the impact absorbing device is a mechanism that moves in a direction. The impact absorbing device according to any one of claims 1 to 4 , wherein a front side surface of the groove is inclined forward from a bottom portion of the groove to an opening. A railway vehicle comprising: the impact absorbing device according to any one of claims 1 to 5; and a coupler provided so as to protrude forward of the vehicle.
A railcar characterized in that the tip of the shock absorbing member can protrude forward from the tip of the coupler by moving the shock absorbing member forward by the drive mechanism. A railway vehicle comprising: the impact absorbing device according to any one of claims 1 to 5; and a coupler provided so as to protrude forward of the vehicle.
The tip of the coupler projects forward from the tip of the shock absorbing member when the engaging pin is positioned at the same position as the rearmost groove of the two or more grooves in the longitudinal direction of the vehicle. A railway vehicle characterized by that.

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